The place of High Speed Rail in intermodal competition: Environmental and socioeconomic issues

Transcription

1 The place of High Speed Rail in intermodal competition: Environmental and socioeconomic issues Towards intermodal symbiosis rather than competition TAIEX Workshop on Approaching a European High Speed Rail Network, Kyiv, May Bo Larsson, Architect SAR/MSA MAA, Tech. Dr., Docent. Centre of European Studies, Lund University, Lund, and Plan- och Byggnadskonst i Lund AB

2 High speed rail in an overall context! Advantages of high-speed rail (HSR).! Sustainable development.! A holistic view on transportation.! To use the best of each transportation mode.! Highlighting inter-modality.! Urban and regional development co-ordonated with devalopment of transportation infrastructure.! The necessity of a long-term vision of a HSR network.

3 Why high-speed trains? The climate, environment and energy issues extort a more sustainable, energy efficient transportation system. Train transport is in this sense supreme to air and road transport. Up to 1500 km high-speed trains ( km/h) can compete with flights in total travel time, comfort and use of travel time. Up to 3000 km night trains can compete with morning/ evening flights with extra hotel night. The climate, environment and energy issues might enforce business and tourist travellers to accept 8 10 hours of journey instead of 3 4 hours.

4 An integrated system is necessary An effective integrated passenger transportation system based on rail connections can make public surface transport much more attractive than today, compared with car and air traffic. The rail system must be integrated on all levels, from the inter-regional high-speed train to the regional and local train system and the urban system of metro and tramways and also buses. Also freight transport must have a rail system of high capacity and highest possible speed. The rail system can partly be divided, partly common for passenger and freight transport. The most effective total system, with the least possible impact on the landscape must be searched for.

5 The connection between rail systems at different levels is crucial to the attraction of public transport. A very good example is Andalucia in Spain, where the railway system is completed by new tram and metro lines in several cities. Public transportation has been very much upgraded, also in the everyday mind of the people. To many persons, cars were earlier the only acceptable means of transport.

6 What about the future development? These diagrams were shown some years ago in the report Keep Europe moving from the European Commission. Is such a development acceptable?

7 A need for longsighted visions Despite gradual improvements of the European rail system, long-sighted visions for a HSR network are only in a beginning phase. The TEN-T strategy in 2005 was mainly additions of existing plans, based on transport policies with limits tor visionary thinking. Several HSR proposals were not integrated in the strategy.

8 An important step: White Paper 2011; Roadmap to Single European Transport Area! Transport strategies must promote a sustainable environment and climate policy and a strong societal and territorial unity.! More sustainable travel habits must be promoted.! Transport policy must be holistic and inter-modal.! Rail transport must be made more effective.! A basic European transport network must be defined.! Research and innovation in the transport area must be promoted.! Urban planing must promote accessibility and make urban transport more effective. The last point is important: Urban sprawl should be limited this means decreasing shar of car traffic!

9 Several recent reports are positive to HSR! DG TREN 2010: High-speed Europe: Europe has today km HSR it could be increased to km in (10 % of the total railway network.) Long-distance rail transport might increase with 120 % ! Swedish state HSR analysis 2009 (Gunnar Malm): The social benefit of HSR Stockholm Malmö will be at least 15 % higher than the social costs.! Construction of new HSR lines will be better in Sweden than upgrading existing lines.! Trafikverket, Sweden, 2010: In Japan each person travel average km a year, in many European countries 1000 km / year and in the USA only 29 km / year! The rail share of the total passenge transport (incl. cars) in 29 % in Japan, around 10 % in several European countries and 0,6 % in USA! (This could be increased to % in Europe.)

10 HSR today! High-speed rail is now developing very fast.! Ideas and visions regarded as quite unrealistic some years ago are now being develovep and implemented.! Railways have been regarded as old-fashioned and unflexible only flights and cars have been regarded as modern.! The following pages will highlight some existing and planned HSR systems.

11 Japan was pioneer and has the most efficient HSR network in the world. The distance from south Kyushu to Hokkaido is about km. Only very few trains are not on time. It has been proposed to build a rail tunnel to Korea.

12 China has the largest and fastest expanding HSR system, completed with several conventional, but fast lines, e. g. to Lhasa in Tibet.

13 Turkey has a fast developing HSR system, that in few years will connect EU (Bulgaria) with the Middle East (Syria and possibly Iran).

14 Indian rail system today. Planned HSR lines. India is modernising its railway system including some new HSR lines. This is an important base of developing a modern society.

15 China is planning through HSR to St. Petersburg, Kiev, London, New Delhi and Singapore with Astana in Kazachstan as important node. Such plans would have been regarded as quite unrealistic some years ago. (Irrespective of special political ambitions.)

16 A HSR system is also Planned in Saudi-Arabia Future Asian HSR system?

17 USA: A railway renaissance is planned as alternative to flights. Existing passenger rail system (AMTRAK). Proposed HSR system. It should complete, not replace the AMTRAK system.

18 Chicago can once more be an important railway node.

19 High-speed rails in California and the New York state.

20 Argentina Brazil South America has a large potential for high-speed rail.

21 Back to Europe: Important west European metropoles are linked together with HSR. Travel time by train has been reduced to 50 % in many cases. In these relations HSR can compete with flights very well.

22 TGV in France was the European HSR pioneer. The main TGV lines and more regional lines are well linked together. The HSR system will also connect France with Spain, Italy and south Germany.

23 Spanish HSR is very successful. Market share of train Madrid Sevilla increased from 14 % to 54 % In the future 90 % of the Spanish population will have a HSR station within 50 km from their home. A HSR tunnel to Morocco has been discussed.

24 ICE in Germany combines high-speed lines with traditional lines. There is a need for more radical HSR development.

25 Italy s HSR system is expaning. Maybe it will have future connections to Tunisia via Sicily?

26 The Nordic Triangle will connect Copenhagen, Stockholm and Oslo. Future connectiions to Helsinki and St. Petersburg have been discussed, as well as from Helsinki to the the Baltic states via Tallinn. An EU project works with a 350 km/h HSR Oslo Copenhagen. It will reduce train travel time from 7:47 h to 2:20 h. The total travel time from a home in Oslo to a meeting in Copenhagen will be 2 hours shorter by train than by flight. To be at a meeting in Coopenhagen at 10:00 you can wake up at 7:00 instead of at 5:00 and have a more comfortable journey. Million people will live within the regions served by this line.

27 This is the forecasted HSR development in the EU countries

28 UIC shows this HSR development from 2009 to Still much is to be done in the eastern and south estern parts of Europe. There is a need of a HSR vision covering whole Europe. On the following pages such a vision will be shown.

29 Reykjavík Murmansk Outline of a vision of a future main European high standard rail network Most of the proposed lines are upgraded existing lines, but there are also several new rail corridors Bo Larsson Lisboa Rabat Porto High-speed lines in 2020 according to UIC and Railteam information Additional high-speed lines km/h, later development Other lines of high standard ca 200 km/h Sevilla Casablanca to Dakar Additional high-speed lines km/h, first priority Tanger Fès Madrid Málaga Bilbao Belfast Dublin Birmingham Glasgow Edinburgh Manchester Bergen Göteborg København Oslo Malmö Umeå Turku Stockholm Kaliningrad Oulo Helsinki Tallinn Riga Kaunas Vilnius Athinai S:t Petersburg Smolensk Moskva Niznij Novgorod Amsterdam Hamburg Gdansk Minsk Hannover London Berlin Poznan Voronez Brussel Lódz Warszawa Köln Bruxelles Leipzig Volgograd Kyjiv Char kiv Luxembourg Wroclaw Paris Frankfurt Dresden L viv Praha Kraków Dnipropetrovs k Astrachan Strasbourg Nürnberg Dijon Stuttgart Wien Doneck Bordeaux Bratislava München Rostov-na-Donu Bern Zürich Chisinau Budapest Groznyj Lyon Ljubljana Odesa Zagreb Toulouse Torino Milano Bucuresti Sevastopol Tbilisi Zaragoza Genova Bologna Beograd Marseille Sarajevo Jerevan Barcelona Podgorica Sofija Erzurum Roma Istanbul Skopje Valencia Tirana Tabriz Napoli Thessaloniki Bursa Ankara Oran Alger Tunis to Tripoli and Cairo Palermo Valetta Izmir Archangel sk Nicosia Levkosa Adana Beirouth to Cairo Kazan Saratov Aleppo (Haleb) Damascus Perm Samara to Aqaba and Mecca Mosul Ufa Jekaterinburg Baghdad Celjabinsk Baku to Urengoj Teheran to Vladivostok and Beijing to Karaganda, Ürümqi and Beijing to Samarkand Basra to Riyad The HSR network should connect all regions and capital cities in Europe (except some island countries) to Mashhad to Quetta

30 Reykjavík Tromsø Murmansk Höghastighetslinjer år 2020 enligt information från UIC och Railteam Skiss till ytterligare höghastighetslinjer km/h, senare utveckling Bergen Andra linjer med hög standard, ca 200 km/h Streckade linjer: snabba tågfärjor; möjligheter till fast förbindelse Belfast (tunnel) kan utredas Dublin Birmingham Skiss till vision för ett fram tida europeiskt huvudnät av järnvägar med hög standard Glasgow Edinburgh M anchester Göteborg København Oslo M almö Umeå Åbo Stockholm Uleåborg Helsingfors S:t Petersburg Tallinn Riga Kaliningrad Kaunas Vilnius Athinai Smolensk Izmir M oskva Archangel sk Adana Niznij Novgorod Amsterdam Hamburg Gdansk M insk Hannover London Berlin Poznan Voronez Lódz Brussel W arszawa Köln Leipzig Volgograd Bruxelles Kyjiv Char kiv Luxembourg Wroclaw Paris Frankfurt Dresden L viv Praha Kraków Dnipropetrovs k Astrachan Strasbourg Nürnberg Dijon Stuttgart W ien Doneck Bordeaux Bratislava München Rostov-na-Donu Zürich Chisinau Bern Budapest Groznyj Lyon Ljubljana Odesa Porto Bilbao Zagreb Toulouse Torino M ilano Bucuresti Sevastopol Tbilisi Baku Zaragoza Genova Bologna Beograd M adrid M arseille Jerevan Sarajevo Lisboa Barcelona Podgorica Sofija Erzurum Roma Istanbul Skopje Valencia Tirana Tabriz Sevilla Napoli Thessaloniki Bursa Ankara De flesta av de föreslagna linjerna är förbättringar av befintliga linjer men det finns också flera nya järnvägskorridorer Bo Larsson Rabat Tanger Fès Casablanca mot Dakar!"#$%& ()*$+,-&".$!*.)".*/$+,-&".$*0$/1./),+%$,-%."//"$23.$."/.$%,++$ (4$2.5-$/0".,6" Skiss till ytterligare höghastighetslinjer km/h, högst prioritet Málaga Oran Alger Tunis mot Tripoli och Kairo Palermo Valetta Nicosia Levkosa Beirouth mot Kairo Kazan Saratov Aleppo (Haleb) Damascus Perm Samara M osul mot Aqaba och M ecca Possible direct connectioins from the Nordic countries. Ufa Jekaterinburg mot Vladivostok och Beijing Baghdad mot Urengoj Celjabinsk Teheran mot Karaganda, Ürümqi och Beijing till Samarkand till M ashha Basra mot Riyad till Quetta

31 Reykjavík Tromsø Murmansk Linjer, längs vilka restiden beräknats Uleåborg Archangel sk mot Urengoj Andra linjer av särskild relevans för svenska resenärer Belfast Dublin Glasgow Edinburgh M anchester Bergen 2 tim Birmingham Restid från Köpenhamn 3 tim längs ett urval befintliga eller planerade europeiska höghastighetslinjer Bo Larsson Göteborg København Oslo M almö Umeå Åbo Stockholm Helsingfors S:t Petersburg Tallinn Riga Kaliningrad Kaunas Vilnius Athinai Smolensk Izmir M oskva Adana Niznij Novgorod Hamburg Gdansk M insk Hannover Voronez London Amsterdam Berlin Poznan Brussel Lódz W arszawa Bruxelles Köln Leipzig Volgograd Kyjiv Char kiv 5 tim 4 tim Wroclaw Paris Frankfurt Dresden Luxembourg L viv Praha Kraków Dnipropetrovs k Astrachan Strasbourg Nürnberg 7 tim Dijon Stuttgart W ien Doneck 6 tim Bratislava München Rostov-na-Donu Zürich Chisinau Bordeaux Bern Budapest Groznyj Lyon Ljubljana 8 tim Odesa Bilbao M ilano 10 tim 10 tim Zagreb Toulouse Torino Porto 9 tim Bucuresti Sevastopol Tbilisi Genova Bologna Baku Zaragoza Beograd M adrid M arseille 11 tim Jerevan Sarajevo Lisboa 10 tim Barcelona Sofija 12 tim Podgorica Erzurum Roma Istanbul Skopje 11 timvalencia Tirana Tabriz Napoli Sevilla Bursa Ankara Thessaloniki Rabat Isokronlinjer: restid från Köpenhamn Tanger Fès Casablanca mot Dakar Málaga Oran Alger Tunis mot Tripoli och Kairo Palermo 3 tim 13 tim 12 tim 13 tim 1 tim 2 tim Valetta Nicosia Levkosa Beirouth mot Kairo Kazan Saratov Aleppo (Haleb) Damascus Perm Samara M osul mot Aqaba och M ecca Ufa Jekaterinburg mot Vladivostok och Beijing Baghdad Celjabinsk Teheran mot Karaganda, Ürümqi och Beijing till Samarkand till M ashha Basra mot Riyad Travel time from Copenhagen on existing/planned HSR lines. till Quetta

32 Reykjavík Tromsø 9 tim Murmansk Linjer längs vilka restiden beräknats Andra linjer av särskild relevans för svenska resenärer 5 tim Umeå Uleåborg Tallinn Archangel sk Jekaterinburg mot Urengoj mot Vladivostok och Beijing Isokronlinjer; restid från Köpenhamn. 4 tim 6 tim 7 tim Perm M ycket ungefärliga restider. Celjabinsk Bergen 3 tim Åbo 10 tim Oslo Helsingfors S:t Petersburg Kazan 8 tim 9 tim Ufa 9 tim Glasgow Stockholm 6 tim 10 tim Göteborg Edinburgh 2 tim Niznij 7 tim Novgorod Belfast 8 tim 1 tim M oskva Dublin Riga Samara København 8 tim M anchester Smolensk 11 tim M almö 7 tim 2 tim Kaliningrad Kaunas 10 tim Saratov mot Karaganda, 9 tim Vilnius Birmingham Ürümqi och 3 tim 9 tim Beijing Amsterdam Hamburg Gdansk 7 tim M insk Hannover 4 tim Voronez London Berlin Poznan5 tim 6 tim 8 tim Brussel Lódz W arszawa Bruxelles Köln Leipzig Volgograd Kyjiv Char kiv Luxembourg Wroclaw Paris Frankfurt Dresden L viv till Samarkand Praha Kraków Dnipropetrovs k Astrachan Strasbourg Nürnberg Dijon Stuttgart W ien 10 tim Doneck Bratislava München Rostov-na-Donu Zürich Chisinau 10 timbordeaux Bern 11 tim Budapest Groznyj 9 tim Lyon Ljubljana 9 tim Odesa Bilbao M ilano 11 tim Zagreb Toulouse Torino Porto 10 tim Bucuresti Sevastopol Tbilisi Genova Bologna Baku 13 tim Zaragoza Beograd M adrid M arseille Jerevan Sarajevo 11 tim Lisboa 10 tim Barcelona Sofija Podgorica Erzurum Roma Istanbul Skopje Valencia Tirana 12 tim 15 tim 11 tim Tabriz till M ashha 12 tim Napoli Sevilla Bursa Ankara Teheran 12 tim Thessaloniki 14 tim Tanger Málaga 13 tim M osul Alger Palermo 13 tim till Quetta Rabat Izmir Adana Fès Athinai Oran Aleppo (Haleb) Casablanca Tunis 15 tim 14 tim Baghdad mot Dakar Nicosia Valetta Beirouth Damascus Levkosa Basra mot Tripoli och Kairo mot Kairo mot Aqaba och M ecca mot Riyad Restid från Köpenhamn vid ett välutvecklat europeiskt nät av höghastighetståg Bo Larsson Travel time from Copenhagen on possible new HSR lines. 7 tim 6 tim 8 tim

33 Reykjavík Tromsø 9 tim Murmansk 3 tim 5 tim Umeå Uleåborg Tallinn Archangel sk Jekaterinburg mot Urengoj mot Vladivostok och Beijing 4 tim 6 tim 7 tim Perm Celjabinsk Bergen 3 tim Åbo 10 tim Oslo Helsingfors S:t Petersburg Kazan 8 tim 9 tim Ufa 9 tim Glasgow Stockholm 6 tim 10 tim Göteborg Edinburgh 2 tim Niznij 7 tim Novgorod Belfast 8 tim 1 tim M oskva Dublin Riga Samara København 8 tim M anchester Smolensk 11 tim M almö 7 tim 2 tim Kaliningrad Kaunas 10 tim Saratov mot Karaganda, 9 tim Vilnius Birmingham Ürümqi och 3 tim 9 tim Beijing Amsterdam Hamburg Gdansk 7 tim M insk Hannover 4 tim Voronez London Berlin Poznan5 tim 6 tim 8 tim Brussel Lódz W arszawa Köln Bruxelles Leipzig Volgograd Kyjiv Char kiv Luxembourg Wroclaw Paris Frankfurt Dresden L viv till Samarkand Praha Kraków Dnipropetrovs k Astrachan Strasbourg Nürnberg Dijon Stuttgart W ien 10 tim Doneck Bratislava München Rostov-na-Donu Zürich Chisinau 10 timbordeaux Bern 11 tim Budapest Groznyj 9 tim Lyon Ljubljana 9 tim Odesa Bilbao M ilano 11 tim Zagreb Toulouse Torino Porto 10 tim Bucuresti Sevastopol Tbilisi Genova Bologna Baku 13 tim Zaragoza Beograd M adrid M arseille Jerevan Sarajevo 11 tim Lisboa 10 tim Barcelona Sofija Podgorica Erzurum Roma Istanbul Skopje Valencia Tirana 12 tim 15 tim 11 tim Tabriz till M ashha 12 tim Napoli Sevilla Bursa Ankara Teheran 12 tim Thessaloniki 14 tim Tanger Málaga 13 tim M osul Alger Palermo 13 tim till Quetta Rabat Izmir Adana Fès Athinai Oran Aleppo (Haleb) Casablanca Tunis 15 tim 14 tim Baghdad mot Dakar Nicosia Valetta Beirouth Damascus Levkosa Basra mot Tripoli och Kairo mot Kairo mot Aqaba och M ecca mot Riyad Restid från Köpenhamn vid ett välutvecklat europeiskt nät av höghastighetståg Bo Larsson Isokronlinjer; restid från Köpenhamn. M ycket ungefärliga restider. 7 tim 6 tim Travel time from Copenhagen with a developed HSR network. 8 tim

34 Railway planning needs more long-sighted visions * A more far-sighted and conceivable vision could highlight possibilities and limitations of a pan- European high-speed rail network * This vision, independent of short-sighted promises and budget frames could inspire more long-sighted transport policy discussions/ decisions. * This vision should also include elimination of all un-necessary administrative, prices policy and technical obstacles. * The present pricing system disfavours trains compared with (low cost) flights. Travelling by train travel should not cost more than by air.

35 The need of a long-time vision A vision, not as a realistic plan or promise, but as a model, a tool to discuss and assess future European high-speed rail network systems, estimating long-term social and environmental effects also on urban development. A vision based on existing and planned high-speed lines, best available knowledge and experience and an estimation of possible new lines. A vision based on includes assessment of existing high-speed railways and ideas for a long-term network. Three working levels: (1) Theoretical and general discussions of rail structure, integrated systems, connections railway/cities and economical and ecological consequences. (2) A preliminary outline of an optimal European high-speed rail network. (3) Case studies and illustration examples, with estimation of long-time costs, share of transportation work and environmental effects.

36 The integration of HSR systems in urban regions and connections to other modes of transport are crucial issues. These will be highlighted in my next presentation, focosing ion the Copoenhagen Öresund region.

37 Thank you very much!